JP2008138673A - Thermostat assembly for engine cooling system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enable fast engine warm-up response and reduce generation of thermostat opening and closing vibration due to coolant temperature swings when a thermostat starts opening. <P>SOLUTION: A thermostat assembly 103 includes a first chamber 110 and a second chamber 111 separated by a thermally conductive dividing wall 115. A temperature responsive valve assembly 120 includes a temperature responsive actuator 122 thermally connected to the dividing wall 115 so that its operation is based not only on the temperature of coolant in the second chamber 111 but also on the temperature of the coolant in the first chamber 110. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to internal combustion engine (engine) cooling systems and, in particular, to thermostat assemblies for use in such cooling systems.

  Currently, the placement of a thermostat in the engine cooling circuit or system is a compromise between the challenges presented by either output control or input control.

  Power controlled thermostats, often used in diesel engines, allow for early engine warm-up, but are slow to respond to large engine coolant temperature changes. This type of thermostat often results in large fluctuations in the coolant temperature when the engine is warmed to its normal operating temperature. Such large fluctuations in temperature cause high thermal stress in the engine and are particularly undesirable when used in all-aluminum engines that are prone to thermal fatigue.

  On the other hand, input-controlled thermostats have a quick response to large engine coolant temperatures and are often used in modern gasoline engines, which are typically all-aluminum engines. Unfortunately, however, the input control thermostat requires a sufficiently pressurized radiator circuit when the thermostat is closed, and includes additional fluid in the circuit, and therefore takes longer to warm up the engine. Delays in engine warm-up are undesirable because they can lead to reduced engine economics and passenger discomfort for cold rooms.

  It is an object of the present invention to provide an improved thermostat assembly for an engine cooling system.

  According to a first aspect of the present invention, a first chamber having an inlet and an outlet, a second chamber having an inlet and an outlet, a first chamber for controlling the flow rate of the cooling medium from the inlet to the outlet of the first chamber. A temperature controlled valve assembly having a valve member movable by a temperature responsive actuator disposed in the two chambers, wherein the second chamber is separated from the first chamber by a thermally conductive partition; and A thermostat assembly for an engine cooling system, wherein the temperature-responsive actuator is thermally connected to the partition so that the opening and closing of the member is based on the coolant temperature in the first chamber and the coolant temperature in the second chamber Is provided.

  The inlet to the first chamber is connected to the return passage from the radiator forming part of the cooling system, the outlet of the first chamber is connected to the supply path to the engine, and the inlet to the second chamber is connected to the return passage from the engine. And the outlet of the second chamber may be connected to the inlet of the radiator.

  The supply path to the engine may be the inlet of a circulation pump that is used to circulate the cooling medium through the cooling system.

  The temperature-responsive actuator can be thermally connected to the partition wall by being disposed close to the partition wall.

  Alternatively, the temperature-responsive actuator can be thermally connected to the partition by being attached to the partition.

  The temperature-responsive actuator may have an end surface that contacts the partition wall.

  The partition includes a recess, and the end of the temperature responsive actuator may be mounted in the recess.

  The temperature responsive actuator can be thermally connected to the partition by being at least partially disposed in a cooling medium cooled by the partition.

  The septum may have a tubular portion that extends into the second chamber in which the end of the temperature responsive actuator may be disposed.

  The tubular portion cooperates with the end of the temperature responsive actuator to define an annular chamber in which the cooling medium is cooled by the partition.

  The thermostat assembly further includes a tubular member attached to the partition wall, the annular chamber is defined between the tubular member and the temperature responsive actuator, and the temperature of the cooling medium in the annular chamber is the temperature of the cooling medium in the second chamber. The temperature responsive actuator may be disposed inside the tubular member based on the temperature of the partition wall.

  The annular member may include a number of openings therein to allow the cooling medium in the second chamber to flow into the annular member.

  According to a second aspect of the present invention, there is provided an engine cooling system having a thermostat assembly according to the first aspect of the present invention.

  The engine cooling system can be an automotive cooling system and has a passenger compartment heater having an inlet connected to the cooling system at an upstream position of the temperature controlled valve assembly and an outlet connected to the first chamber. May be further provided.

  In some cases, the entrance to the passenger compartment heater is connected to the second chamber.

  With reference to FIGS. 1 and 3, an outlet controlled conventional cooling system attached to the engine 1 is shown.

  The cooling system consists of an engine 1 and a circulation pump 2 for circulating a cooling medium through the cooling system, a thermostat 3 controlled by the temperature of the cooling medium present in the engine 1, a heat exchanger in the form of a radiator 4, A gas suction device in the form of a deaeration bottle 5 and a passenger compartment heater 6 are provided.

  When the thermostat 3 is open, the cooling medium flows from the thermostat 3 to the radiator 4 through the top hose TH, and then flows from the radiator 4 to the pump 2 through the bottom hose BH. When the engine 1 cools and the thermostat 3 is closed, the cooling medium flows through the bypass BL connecting the thermostat 3 to the pump 2 in order to maintain a sufficient flow rate in the cylinder head. When the thermostat 3 is closed, there is no cooling medium flow through the degassing bottle 5 and therefore there is no leakage of cooling water from the radiator 4 to the engine 1.

  As described above, and as shown in FIG. 3, the engine 1 warms up quickly using this arrangement. However, when the temperature of the cooling medium reaches a predetermined temperature during warm-up, the thermostat 3 operates in an unstable manner, resulting in the temperature of the cooling medium coming out of the engine 1 fluctuating or greatly oscillating. . This is because as soon as the thermostat opens, a cold cooling medium flows from the radiator 4 to the engine 1 and reduces the temperature of the cooling medium exiting the engine 1 to a temperature that results in the thermostat 3 closing. This open / close cycle will continue until the temperature of the cooling medium from the radiator 4 rises to a sufficient temperature that does not result in thermostat closure when the thermostat is open.

  2 and 4, a conventional example of a conventional cooling system of an inlet control type attached to the engine 1 is shown.

  As before, the cooling system depends on the circulating pump 2 for circulating the cooling medium through the engine 1 and the cooling system, the radiator 4, the deaeration bottle 5, the passenger compartment heater 6, and the temperature of the cooling medium entering the engine 1. A controlled thermostat 3 is provided.

  The cooling medium flows from the engine 1 to the radiator 4 through the top hose TH, and then flows from the radiator 4 to the thermostat 3 through the bottom hose BH. When the thermostat 3 is open, the cooling medium flows from the thermostat to the pump 2 through the supply path SL, and when the thermostat 3 is closed, the cooling medium passes from the engine 1 through the radiator 4 and the deaeration bottle 5. And flows to the pump 2.

  The flow of the cooling medium through the radiator 4 and the deaeration bottle 5 when the thermostat 3 is closed is as shown in FIGS. 1 and 3 due to the additional cooling medium capacity (thermal mass) included in the circuit. Slow engine warm-up is slow compared to a simple exit thermostat design.

  However, unlike the outlet control type, the thermostat is controlled by the cooling medium exiting the radiator 4, so that the thermostat does not open until most of the temperature of the cooling medium is sufficiently increased, thereby reducing the relatively small flow rate. There is no significant temperature oscillation when the thermostat 3 begins to open because the cooling medium from the radiator 4 causes only small fluctuations when mixing with the warmed cooling medium flowing through the engine 1.

  Referring to FIGS. 5 and 6, a dual flow thermostat assembly 103 according to the present invention is shown attached to the engine 101.

  The cooling system includes a circulation pump 102 for circulating a cooling medium through the engine 101 and the cooling system, a heat exchanger in the form of a radiator 104, a gas suction device in the form of a deaeration bottle 105, and a passenger compartment heater 106. Have

  The temperature of the coolant that the thermostat 103 exits the engine 1 through the engine return flow path ER and the coolant that enters the thermostat 103 from the radiator 104 through the bottom hose BH that connects the thermostat 103 to the return flow from the radiator 104. Controlled by a combination of temperatures.

  When the thermostat is open, the cooling medium flows from the thermostat 103 through the top hose TH to the radiator 104, through the deaeration channel DL, from the radiator 104 to the deaeration bottle 105, and here the bottom hose BH Return to the thermostat 103 through the deaeration return path DR connected to the.

  The thermostat 103 is also connected to the pump 102 by a pump supply path PS, and is connected to the passenger compartment heater 106 by a heater supply path HS and a heater return path HR.

  As shown most clearly in FIG. 6, the thermostat 103 includes a first chamber 110 and a second chamber 111 separated by a thermally conductive partition wall 115.

  The first chamber 110 includes a first inlet 112 connected to the return flow from the radiator 104 by the bottom hose BH, a second inlet 113 connected to the return flow from the passenger compartment heater 106 by the heater return path HR, and a pump. It has an outlet 114 connected to the inlet of the pump 102 by a supply path PS.

  The second chamber 111 includes a first outlet 116 connected to the passenger compartment heater 106 by the heater supply path HS, a second outlet 118 connected to the inlet of the radiator 104 by the top hose TH, and a return path ER from the engine 101. With an inlet 117 connected to the.

  A temperature-controlled valve assembly (temperature control valve assembly) 120 is disposed in the second chamber 111 to control the flow of the cooling medium from the engine 101 to the radiator 104.

  The temperature control valve assembly 120 includes a valve member 121 that is moved between an open position and a closed position by a temperature-responsive actuator 122. A swing pin (jiggle pin) 130 is attached to the valve member 121 to allow air to be discharged from the system when the valve member 121 is in the closed position. A rod 123 connects the valve member 121 to the temperature responsive actuator 122 and a spring 125 is used to bias the valve member 121 to the closed position.

  The temperature responsive actuator 122 has a body in which is placed a wax element (not shown) that extends when heated to facilitate opening of the valve member 121 against the action of the spring 125.

  The temperature-responsive actuator 122 is thermally connected to the partition 115, and here, the end face of the body of the temperature-responsive actuator 122 is directly fixed to the partition 115 in order to form a thermal connection.

  The function of the dual flow thermostat assembly is as follows.

  When the engine 101 is started in a cold state, the temperature of the cooling medium in the cooling system is substantially ambient temperature, and the valve member 121 is in a closed position that prevents the flow of cooling medium from the engine 101 to the radiator 104. There will be. However, it will be appreciated that the cooling medium can flow from the engine 101 to the passenger compartment heater 106 and that this flow is not controlled by the valve member 121.

  Therefore, at the time of cold start, the cooling medium flows from the engine 101 to the second chamber 111 of the thermostat assembly 103, passes through the passenger compartment heater 106 via the heater supply passage HS and the heater return passage HR, and the first of the thermostat assembly 103. It returns to the one chamber 110, and then flows from the first chamber 110 of the thermostat assembly 103 to the circulation pump 102 via the pump supply path PS.

  Due to the cooling effect of the passenger compartment heater 106 and the volume of the stationary cold cooling medium in the bottom hose, the temperature of the cooling medium in the first chamber 110 during this operating phase is It becomes lower than the temperature of the cooling medium. Since the temperature-responsive actuator 122 is in thermal contact with the partition wall 115, its operation is not determined by the temperature of the coolant flowing from the engine 101 alone, but through the inlet 117 from the engine 101 to the second chamber. It is determined by the combination of the respective temperatures of the cooling medium entering 111 and the cooling medium entering the first chamber from the passenger compartment heater 106 through the second inlet 113.

  This has the effect of increasing the temperature of the wax element more slowly than when the temperature-responsive actuator 122 is exposed only to the cooling medium from the engine 101, which is when the engine 101 is warming up quickly. Even so, the opening of the valve member 121 is delayed.

  The combined effect of the cooling effect on the wax element due to the thermal connection to the cooling medium through the second chamber 111 and the cooling medium of the wax element to the cooling medium in the first chamber 110 is generated by expansion of the wax element. The valve member 121 is opened when the applied force can overcome the action of the spring 125. Thereafter, the cooling medium can flow from the second chamber 111 to the radiator 104 through the top hose TH, and then returned to the first chamber 110 through the bottom hose BH.

  The cooling medium returning from the radiator 104 to the first chamber 110 is cooler than the cooling medium returning from the passenger compartment heater 106, but the cooling medium returning from the radiator 104 to the first chamber 110 is removed from the passenger compartment heater 106 before being returned to the engine 101. With a warmer cooling medium, so that the cooling medium temperature flowing through the engine 101 does not have a significant cooling effect as if only the cold cooling medium from the radiator flows directly into the engine 101, Therefore, the thermal shock to the engine 101 is reduced.

  As a result, the cooling effect of the cooling medium that enters the first chamber 110 from the radiator 104 is such that the temperature-responsive actuator 122 determines the temperature of the cooling medium in the first chamber 110 and the temperature of the cooling medium in the second chamber 111. It serves to cool the temperature responsive actuator 122 so as to remain controlled by the combination. In practice, the temperature of the cooling medium in the second chamber 111 is usually configured to be dominant.

  This combination of temperatures has the effect of mitigating large fluctuations in the operation of the bubble member 121 and therefore only produces small fluctuations in the coolant temperature.

  Thus, a dual flow thermostat assembly according to the present invention provides an engine warm-up speed that is substantially the same as the engine warm-up speed of the exit control thermostat in an engine that is normally associated with the exit control thermostat. Provide without significant temperature fluctuations that increase thermal stress.

  7 and 8, a second arrangement example for connecting the temperature-responsive actuator 122 to the partition wall 115 is shown.

  The thermostat assembly includes a first housing 140 that defines a first chamber 110 and a second housing 141 that defines a second chamber 111.

  The partition wall 115 is formed as an integral part of the first housing 141, and the temperature-responsive actuator 122 has a recess into which the end surface of the temperature-responsive actuator 122 is press-fitted so that the end surface of the temperature-responsive actuator 122 is adjacent to the partition wall 115. The partition wall 115 has a tubular portion 150 extending into the second chamber 111, and an end portion of the temperature responsive actuator 122 is disposed therein.

  The tubular portion 150 defines an annular chamber 151 that accommodates a cooling medium cooled by the partition wall 115 in cooperation with the end of the temperature-responsive actuator 122.

  Accordingly, the temperature of the wax element (not shown) is transmitted to the temperature responsive actuator 122 through engagement of the temperature responsive actuator 122 with the partition 115 and movement from the cooling medium placed in the annular chamber 151. 115 and the temperature of the cooling medium in contact with the portion of the temperature-responsive actuator 122 that is not disposed in the annular chamber 151.

  Referring to FIG. 9, a third arrangement example for connecting the temperature-responsive actuator 122 to the partition wall 115 is shown.

  A septum 115 is formed as an integral part of the first housing 141 and has a tubular portion 150 that extends into the second chamber 111. In the second chamber 111, the end of the temperature responsive actuator 122 is arranged so that the end face of the temperature responsive actuator 122 is adjacent to or located close to a part of the partition wall located in the tubular portion 150. The part is fixed.

  As a result, the temperature of the wax element (not shown) forming part of the temperature responsive actuator 122 is transmitted to the temperature responsive actuator 122 by the engagement of the temperature responsive actuator 122 and the tubular member 150. And the temperature of the cooling medium in contact with the portion of the temperature responsive actuator 122 that is not disposed within the tubular portion 150.

  Referring to FIG. 10, a fourth arrangement example for connecting the temperature responsive actuator 122 to the partition wall 115 is shown.

  As before, the thermostat assembly has a first housing 140 defining a first chamber 110 and a second housing 141 defining a second chamber 111 with an inlet 117.

  The partition wall 115 is formed as an integral part of the first housing 141, and has a tubular portion 150 in which the temperature responsive actuator 122 is fixed so that the end surface 124 of the temperature responsive actuator 122 is adjacent to the partition wall 115. .

  Tubular member 160 has an inner diameter that is press fit onto tubular portion 150 to attach tubular member 160 to tubular portion 150. The tubular member 160 extends outwardly from the septum 115 into the second chamber 111 and substantially defines the temperature responsive actuator 122 to define an annular chamber 152 in cooperation with the temperature responsive actuator 122. Enclose the entire length in the length direction.

  In the illustrated example, the tubular member 160 is made of an insulating material and spaced along its longitudinal direction and circumferentially to allow the cooling medium to enter the annular chamber 152 from the second chamber 111. It has a large number of openings (or holes) 161 arranged in a space.

  Accordingly, the temperature of the wax element (not shown) that forms part of the temperature-responsive actuator 122 is based on the temperature of the cooling medium in the annular chamber 152, and the temperature is the cooling in the annular chamber 152 of the partition wall 115. Heat transfer or cooling effect on the medium, heat transfer from most of the cooling medium in the second chamber 111 through the tubular portion 160, and most of the cooling medium in the second chamber 111 through the hole 161 Based on the temperature and flow rate of the cooling medium.

  Referring to FIG. 11, a fifth arrangement example for connecting the temperature-responsive actuator 122 to the aluminum partition wall 115 is shown.

  As before, the thermostat assembly has a first housing 140 that defines a first chamber 110 and a second housing 141 that defines a second chamber 111.

  The septum 215 is formed as an independent part and is secured to the housing 140 by suitable means. The partition 215 has a recess into which the temperature responsive actuator 122 is press-fitted so that the end surface 124 of the temperature responsive actuator 122 is adjacent to or close to the partition 115.

  Accordingly, the temperature of the wax element (not shown) forming a part of the temperature responsive actuator 122 is in contact with the temperature of the partition 215 and the portion of the temperature responsive actuator 122 that is not engaged with the recess in the partition 215. Based on the combination with the temperature of the cooling medium.

  Referring to FIG. 12, an alternative embodiment of a temperature control valve assembly is shown in which a wax thermostat assembly 220 is used.

  The thermostat assembly includes a first housing 140 that defines a first chamber 110, a second housing 141 that defines a second chamber 111, a thermally conductive partition 115 formed as part of the first housing, and a top hose. It has an outlet tube 142 for connection to TH.

  The wax thermostat assembly 220 includes a temperature responsive actuator in the form of a wax filler 222, a valve member 221, a valve seat 225, a push rod 223, and a valve member 221 fixed to the wax filler 222. A spring 226 is urged to come into contact with the seat 225.

  The operation of the wax thermostat assembly 220 is conventional in nature and expands and pushes the push rod when the wax is warmed, which moves the wax filler 222 against the action of the spring 226, Thereby, the valve member 221 is moved away from the valve seat 225.

  In use, the cooling medium enters the second chamber through inlet 117 and exits through the outlet defined by outlet tube 142 when valve member 221 is in the open position.

  In this case, the thermal contact between the temperature-responsive actuator formed by the wax filler 222 and the partition is simply formed by bringing the end of the wax filler 222 close to the partition 115.

  Although the present invention has been described with respect to several embodiments, the present invention is not limited thereto, for example, on a partition to improve heat transfer between the partition and at least one of the first and second chambers. It will be appreciated that multiple fins may be provided.

  The first chamber may be formed as part of the circulation pump housing, or one of the first chamber and the second chamber may be formed as part of the engine block of the engine or the cylinder head of the engine. It will also be recognized.

  It will also be appreciated that the septum can be formed as part of a temperature responsive actuator that is hermetically secured to the inner diameter to define the two chambers.

  In the example described, the flow to the radiator is through the top hose and the return flow is through the bottom hose, but the invention is not limited to this arrangement, the flow to the radiator is through the bottom hose and the return hose. It will be appreciated that the flow may be through the top hose.

  In all cases, the septum is made from a highly thermally conductive material such as aluminum, copper, or alloys thereof.

  It will be appreciated that although the temperature responsive actuators described herein are wax filled, other types of temperature responsive actuators may be used.

  In summary, therefore, the present invention provides a dual flow thermostat provided at the engine outlet that is capable of sensing the temperature of the coolant at the inlet of the engine and the temperature of the coolant from the engine outlet. This has the advantage of a non-pressurizing radiator circuit, with fast response that allows for optimal warm-up with minimal thermal stress. The thermostat is characterized by a high heat transfer heat transfer plate in contact with the inlet fluid flow. Initially, the thermostat is purely outlet controlled, but when opened, the low temperature of the cooling medium in the inlet (or “bottom”) hose causes the thermostat to cool through the cooling of the wax element thermally attached to the heat transfer plate. Will affect the position. This effect is what makes the thermostat “dual flow”, allowing for a quicker warm-up response than would normally be obtained with an outlet controlled thermostat, and returning cold from the radiator The temperature fluctuation is reduced by the relaxation effect of the cooling medium.

  Although the invention has been described by way of example with reference to one or more embodiments, the invention is not limited to the described embodiments, and one or more modifications or alternative embodiments of the described embodiments can be described. Those skilled in the art will recognize that they can be made without departing from the scope of the present invention.

It is a block diagram which shows the prior art example of the exit control type cooling system of an engine. It is a block diagram which shows the prior art example of an engine inlet control type cooling system. 2 is a graph of temperature versus time for the cooling system shown in FIG. 3 is a graph of temperature with respect to time for the cooling system shown in FIG. 1 is a block diagram of an engine cooling system according to one aspect of the present invention. FIG. FIG. 5 is a cross-sectional view of a thermostat assembly having a heat conducting partition and a temperature control valve thermally connected to the heat conducting partition according to another aspect of the present invention. FIG. 5 is a fragmentary perspective view showing a second arrangement for attaching the temperature control valve assembly to the heat transfer partition to thermally connect the temperature control valve assembly to the partition. FIG. 8 is a cross-sectional view of the partition wall shown in FIG. FIG. 6 is a cross-sectional view of a portion of a thermostat assembly with a septum showing a third arrangement for attaching the temperature control valve assembly to the thermally conductive septum to bring the temperature control valve assembly into thermal contact with the septum. FIG. 6 is a cross-sectional view of a portion of a thermostat assembly with a septum showing a fourth arrangement for attaching the temperature control valve assembly to the thermally conductive septum to bring the temperature control valve assembly into thermal contact with the septum. FIG. 6 is a cross-sectional view of a portion of a thermostat assembly with a septum showing a fifth arrangement for attaching the temperature control valve assembly to the thermally conductive septum to bring the temperature control valve assembly into thermal contact with the septum. FIG. 5 is a cross-sectional view of a portion of a thermostat assembly with a septum showing an alternative temperature control valve assembly thermally connected to the heat conducting septum.

Explanation of symbols

101. Engine
102. Circulation pump,
103. Thermostat assembly
104. Radiator
105. Deaeration bottle
106. Crew compartment heater 6
110. Room 1
111. Second room
115. Bulkhead
120. Temperature control valve assembly
121. Valve material
122. Temperature-responsive actuator

Claims (15)

In a thermostat assembly for an engine cooling system,
A first chamber with an inlet and an outlet,
A second chamber with an inlet and an outlet, and
A temperature control valve assembly having a valve member movable by a temperature responsive actuator disposed in the second chamber for controlling the flow rate of the cooling medium from the inlet to the outlet of the first chamber; And
The second chamber is separated from the first chamber by a thermally conductive partition; and
The temperature-responsive actuator is thermally connected to the partition so that the opening and closing of the valve member is based on a combination of the temperature of the cooling medium in the first chamber and the temperature of the cooling medium in the second chamber;
Thermostat assembly. The entrance to the first chamber is connected to a return passage from a radiator that forms part of the cooling system, and the outlet of the first chamber is connected to a supply path to the engine, to the second chamber The inlet is connected to the return passage from the engine, and the outlet of the second chamber is connected to the inlet of the radiator;
The thermostat assembly according to claim 1. A supply path to the engine is an inlet of a circulation pump for circulating a cooling medium in the cooling system;
The thermostat assembly according to claim 2. The temperature-responsive actuator is thermally connected to the partition wall by being disposed close to the partition wall.
The thermostat assembly according to any one of claims 1 to 3. The temperature-responsive actuator is thermally connected to the partition by being attached to the partition.
The thermostat assembly according to any one of claims 1 to 3. The temperature-responsive actuator has an end surface in contact with the partition;
6. The thermostat assembly according to claim 5. The partition has a recess, and the end of the temperature-responsive actuator is fixed in the recess;
The thermostat assembly according to claim 5 or 6. The temperature-responsive actuator is thermally connected to the partition by placing at least a portion thereof in a cooling medium cooled by the partition;
The thermostat assembly according to any one of claims 1 to 3. The partition has a tubular portion extending into a second chamber in which an end of the temperature responsive actuator is disposed;
The thermostat assembly according to any one of claims 1 to 8. The partition has a tubular portion extending into a second chamber in which an end of the temperature responsive actuator is disposed;
The tubular portion cooperates with an end of the temperature responsive actuator to define an annular chamber having therein a cooling medium cooled by the partition;
The thermostat assembly according to any one of claims 5 to 8. The thermostat assembly further comprises a tubular member attached to the septum;
The temperature responsive actuator has an annular chamber between the tubular member and the temperature responsive actuator such that the temperature of the cooling medium inside thereof is based on the temperature of the cooling medium in the second chamber and the temperature of the partition wall. As defined, disposed inside the tubular member,
The thermostat assembly according to any one of claims 1 to 9. The annular member has a number of openings therein so that the cooling medium in the second chamber flows into the annular chamber;
The thermostat assembly according to claim 11.   Engine cooling system comprising a thermostat assembly according to any one of the preceding claims. The engine cooling system is an automotive cooling system, and the cooling system has an inlet connected to the cooling system at an upstream position of the temperature control valve assembly and an outlet connected to the first chamber. A passenger compartment heater having
The cooling system according to claim 13. The entrance to the passenger compartment heater is connected to the second chamber,
15. A cooling system according to claim 14.

Images